JP5998920B2 - Upper body structure of the vehicle - Google Patents

Description

  The present invention relates to an upper body structure of a vehicle, and more specifically, a pair of left and right roof rails extending in the longitudinal direction of the vehicle at both left and right ends of a roof portion, a roof panel disposed between the pair of left and right roof rails, The present invention relates to an upper vehicle body structure of a vehicle having a roof reinforcement that extends in the vehicle width direction at the lower part and a center pillar that extends in the vertical direction at the side of the vehicle body.

Conventionally, the following structure is known as the upper body structure of the vehicle in the above example.
That is, a panel joint portion of a cross-sectional concave portion that is provided at both left and right end portions of the roof portion of the vehicle body so as to extend in the vehicle front-rear direction and a plurality of panels are joined to each other at the vehicle width direction inner end portion. A pair of left and right roof rails formed with a so-called mohawk portion, a roof panel disposed between the pair of left and right roof rails, a roof reinforcement extending in the vehicle width direction below the roof panel, and the roof At the position where the reinforcement overlaps with the vehicle longitudinal direction, the upper part is coupled to the roof rail, the center pillar extending downward, and the gusset coupled to the end of the roof reinforcement in the vehicle width direction. This is the upper body structure of a vehicle.

In this conventional structure, a side collision load is input to the center pillar at the time of a side collision of the vehicle, so that a torsional load is transmitted from the center pillar to the roof rail, and the above-mentioned panel joint (mohawk portion) has a closed cross-sectional structure. Therefore, the spot welding of the panel joint portion is broken, the roof rail cross section is crushed, and the moment is buckled near the roof side portion of the roof reinforcement. As a result, there is a concern that the amount of center pillar penetration increases.
In order to suppress the increase in the amount of penetration of the center pillar described above, it is conceivable to increase the plate thickness or provide a reinforcing member. In this case, however, there is a problem that the weight of the upper vehicle body becomes large. is there.
In order to solve such problems, the vehicle upper body structure disclosed in Patent Document 1 has already been invented.

  The structure disclosed in Patent Document 1 includes a roof rail that extends in the front-rear direction of the vehicle by forming a closed cross section between the roof rail outer and the roof rail inner at the end of the roof portion, and a vehicle width direction below the roof panel. A roof reinforcement that extends, and a gusset that connects the end of the roof reinforcement in the vehicle width direction and the roof rail inner are provided, and a step portion is formed in the intermediate portion of the gusset in the vehicle width direction to cause a side collision of the vehicle. Sometimes the stress is concentrated on the stepped portion, and the gusset is bent and deformed from the stepped portion, thereby reducing the bending moment transmitted to the roof reinforcement. There was room for improvement.

JP 2009-67328 A

  In view of this, the present invention does not input a load to the roof reinforcement in the initial stage of the collision, and receives a side collision load due to the twisting deformation and bending deformation of the roof rail, and then reduces the load and bending to the roof reinforcement. An object of the present invention is to provide an upper body structure of a vehicle in which buckling of a roof reinforcement does not occur in the vicinity of the side in the vehicle width direction of the roof by transmitting a load having a small moment.

The vehicle upper body structure according to the present invention is provided at both left and right ends of the roof portion of the vehicle body so as to extend in the vehicle front-rear direction, and a plurality of panels are joined to the vehicle width direction inner end portion so as to overlap each other in the vertical direction. A pair of left and right roof rails formed with panel joints having a concave cross section, a roof panel disposed between the pair of left and right roof rails, and a roof reinforcement extending in the vehicle width direction below the roof panel, An upper portion coupled to the roof rail at a position overlapping with the roof reinforcement in the vehicle front-rear direction, and a center pillar extending downward, and a gusset coupled to an end portion in the vehicle width direction of the roof reinforcement. The vehicle upper body structure includes the roof reinforcement and the gusset at the panel joint. Not engaged, fragile fragile portion in the connecting portion near the Le Fureru gusset is formed, the roof rail has a roof rail outer and the roof rail inner gusset facing surface of the roof rail inner is formed substantially vertically In the vehicle width direction inner end portion of the fragile portion, a facing portion substantially parallel to the gusset facing surface of the roof rail inner is formed .
The above-mentioned panel joint portion having a concave cross section means a so-called mohawk portion.

According to the above configuration, by forming the vulnerable portion of the above, since the side impact early crash the fragile portion in degrees Ntapira top, is on the initial stage of the collision is not input side impact load to the roof reinforcement The load can be received by the torsional deformation and bending deformation of the roof rail.
Thereafter, since the reduced load is transmitted to the roof reinforcement, the buckling of the roof reinforcement does not occur near the side in the vehicle width direction of the roof.
Further, since the roof reinforcement and the gusset are not joined to the panel joint portion and have a non-joint structure, it is possible to prevent weld peeling of the panel joint portion.
Incidentally, when the roof reinforcement and the gusset are joined to the panel joint, the panel joint is pulled by the gusset at the time of deformation, and the welding is peeled off, which is not preferable.

Moreover, the roof rail has a roof rail outer and a roof rail inner, and the gusset facing surface of the roof rail inner is formed substantially vertically, and the gusset facing of the roof rail inner is positioned at the inner end in the vehicle width direction of the fragile portion. Since the facing portion that is substantially parallel to the surface is formed, and the gusset facing surface of the roof rail inner and the facing portion on the gusset side are formed substantially parallel to each other, when the side collision load is input, the roof Since the input is transmitted to the reinforcement substantially in the axial direction, and the gusset can be attached to the roof rail inner, it is possible to improve the assembling property with respect to the vehicle body.
Note that the above-described facing portion may be a facing surface or a facing side.

In one embodiment of the invention, wherein the upper Symbol fragile portion is positioned below the panel joint.

According to the above arrangement, since the set of vulnerable portion below the panel joint portion, it is possible to shorten the distance between the point of action load input point (see the cross-sectional center of the roof rail closed section), thereby Roof By reducing the bending moment to the reinforcement and transmitting a load with a small bending moment to the roof reinforcement, buckling of the roof reinforcement does not occur near the side of the roof in the vehicle width direction. Yes.

  In one embodiment of the present invention, a node member is disposed in the roof rail at a position overlapping the roof reinforcement in the front-rear direction and the vertical direction.

According to the above configuration, the node member is disposed at the predetermined position in the roof rail so that the cross section of the roof rail is not crushed at the time of a side collision. Therefore, the sectional shape of the roof rail can be maintained by the node member. Thus, the side impact load can be transmitted in the substantially axial direction of the roof reinforcement through the gusset with less bending component.
Therefore, buckling of the roof reinforcement does not occur in the vicinity of the side in the vehicle width direction of the roof.

  In one embodiment of the present invention, the gusset facing surface of the roof rail inner is formed substantially perpendicular to the axial direction of the roof reinforcement to constitute a load transmission surface, and the load transmission surface in the vertical direction. The center of the cross section of the roof rail is located at the overlapping position.

  According to the above configuration, the load transmission surface of the roof rail inner and the center of the cross section (so-called center of gravity) overlap in the vertical direction, so that a side collision load can be transmitted in the substantially axial direction of the roof reinforcement in the case of a side collision. The roof reinforcement does not buckle near the side of the roof in the vehicle width direction.

  In one embodiment of the present invention, the upper portion of the roof rail protrudes upward from the panel joint portion, so that the center of the cross section of the roof rail is formed at a position overlapping the load transmitting surface in the vertical direction.

According to the said structure, the cross-sectional center (center of gravity) of a roof rail can be located in the position which overlaps with a load transmission surface and an up-down direction with a comparatively simple structure.
Therefore, it is possible to transmit a side impact load in the substantially axial direction of the roof reinforcement in the event of a side impact, but with a simple configuration, it prevents buckling of the roof reinforcement near the side in the vehicle width direction. can do.

According to the invention, the roof reinforcement and the gusset, not joined to the panel joint portion, so to form a weak frangible portion connecting the vicinity of the Le Fureru gusset, the side collision initial cell The weak part is crashed at the upper part of the intermediate pillar, so that in the initial stage of the collision, the side collision load is not input to the roof reinforcement, and the load can be received by the torsional deformation and bending deformation of the roof rail.
Thereafter, since the reduced load is transmitted to the roof reinforcement, there is an effect that buckling of the roof reinforcement does not occur near the side in the vehicle width direction of the roof.

Perspective view of a vehicle body having an upper body structure of vehicles 1 is an enlarged side view of the main part of FIG. 1 is a cross-sectional view taken along line AA in FIG. Perspective view of gusset Perspective view showing the upper body structure looking up from the passenger compartment The perspective view which shows the relationship between a node member and a roof reinforcement Side view showing relationship between knot members and roof reinforcement and gusset Sectional view during deformation due to side impact Cross-sectional view showing the actual施例upper vehicle-body structure of a vehicle Perspective view of gusset Perspective view showing the upper body structure looking up from the passenger compartment The perspective view which shows the relationship between a node member, a roof reinforcement, and a gusset Side view showing relationship between knot members and roof reinforcement and gusset

In the initial stage of the collision, without receiving the load to the roof reinforcement, after receiving the side impact load due to the torsional deformation and bending deformation of the roof rail, the reduced load and the load with a small bending moment are transmitted to the roof reinforcement. In order to prevent the buckling of the roof reinforcement from occurring in the vicinity of the side in the vehicle width direction of the roof, the vehicle is provided in the vehicle width direction at the left and right ends of the roof portion of the vehicle body so as to extend in the vehicle longitudinal direction. A pair of left and right roof rails formed with a panel joint portion having a concave cross section in which a plurality of panels are joined to each other in the vertical direction, and a roof panel disposed between the pair of left and right roof rails; A roof reinforcement extending in the vehicle width direction on the lower side of the roof panel, and the roof reinforcement An upper body structure of a vehicle comprising: a center pillar that is coupled to the roof rail at a position that overlaps both front and rear directions; and a center pillar that extends downward; and a gusset that is coupled to an end in the vehicle width direction of the roof reinforcement. in, with the roof reinforcement and the gusset are not joined to the panel joints, fragile fragile portion in the connecting portion near the Le Fureru gusset is formed, the roof rail is a roof rail outer and the roof rail inner have, are approximately vertically formed gussets facing surface of the roof rail inner, substantially Ru is parallel opposed portions forming a gusset facing surface of the roof rail inner to the position of the vehicle width direction inside end portions of the fragile portion Realized by the configuration.

[Reference example]

Prior to description of one embodiment of the present invention, the configuration of a reference example will be described in detail.
FIG. 1 is a perspective view of a vehicle body provided with the upper body structure, FIG. 2 is an enlarged side view of a main part of FIG. 1, and FIG. 3 is a cross-sectional view taken along line AA in FIG. FIG. In the following reference example, the upper vehicle body structure on the left side of the vehicle will be described. However, the upper vehicle body structure on the right side of the vehicle is configured substantially symmetrically with that on the left side.

As shown in FIG. 1, a vehicle body 1 according to this reference example is provided with left and right front pillars 2 and 2 that support left and right sides of a front window (not shown). It is connected to a hinge pillar 3 extending in the direction. The hinge pillar 3 is a vehicle body rigid member having a hinge pillar closed section extending in the vertical direction by joining and fixing a hinge pillar outer and a hinge pillar inner.

  A pair of left and right roof rails 4, 4 extending in the front-rear direction of the vehicle are continuously formed at the rear ends of the left and right front pillars 2, 2, and an area between the pair of left and right roof rails 4, 4 is an upper part of the vehicle body. Are covered with a roof panel 5 made of a steel plate so as to extend in the vehicle longitudinal direction and the vehicle width direction.

Further, as shown in FIG. 1, a center pillar 6 having a closed cross-sectional structure extending in the vertical direction is continuous with a middle portion in the front-rear direction of the roof rail 4 extending in the vehicle front-rear direction (in this reference example, the center portion in the front-rear direction). A rear pillar 7 extending in the vertical direction is formed continuously at the rear end of the roof rail 4.

  Further, as shown in FIG. 1, a side sill 8 having a closed cross-sectional structure extending from the lower part of the hinge pillar 4 toward the rear of the vehicle is disposed at the lower part of the vehicle body. As shown in FIGS. The center part in the front-rear direction and the center part in the vehicle front-rear direction of the roof rail 4 are connected in the up-down direction by the center pillar 6 described above. In the vehicle body 1, the front door opening 9 surrounded by the hinge pillar 3, the front pillar 2, the roof rail 4, the center pillar 6, and the side sill 8 and the center pillar 6, the roof rail 4, the rear pillar 7, and the side sill 8 are surrounded. A rear door opening 10 is formed.

  As shown in FIG. 1, a front header 11 and a rear header 12 having a substantially closed cross-sectional structure are joined to the front portion and the rear portion of the roof panel 6, respectively. The front header 11 and the rear header 12 are vehicle body rigid members that extend in the vehicle width direction at the front and rear portions of the roof panel 5.

  Further, a plurality of roof reinforcements 13, 14, 15 extending along the vehicle width direction are provided between the front header 11 and the rear header 12 described above on the lower side (vehicle compartment side) of the roof panel 5. The roof panel 16, the front header 11, the rear header 12, and the plurality of roof reinforcements 13, 14, 15 constitute a roof portion 16.

  The above-described roof rail 4 is provided so as to extend in the front-rear direction of the vehicle at the left and right ends (both ends in the vehicle width direction) of the roof portion 16 as shown in a sectional view in FIG. At the inner end in the direction, there are a plurality of panels, that is, a stepped bent portion 27a at the inner end in the vehicle width direction of the roof rail outer portion 27 described later, an inner end portion 29a in the vehicle width direction of the roof rail outer rain 29, and the roof rail. A panel joint portion 20 (so-called mohawk portion) having a concave cross section is formed by joining the upper portion of the inner 28 and the vehicle width direction inner side end portion 28a so as to overlap each other in the vertical direction.

The above-mentioned roof panel 5 is disposed between the pair of left and right roof rails 4, 4. A substantially L-shaped bent portion 5 a is integrally formed at the vehicle width direction end of the roof panel 5. In addition, the lower portion of the substantially L-shaped bent portion 5a is configured to be joined to the panel joint portion 20 described above.
At a position corresponding to the center pillar 6 described above, the roof reinforcement 14 extending in the vehicle width direction on the lower surface side of the roof panel 5 is bonded to the lower surface of the roof panel 5 using an adhesive 21 as shown in FIG. It is fixed.
As shown in a side view in FIG. 7, the roof reinforcement 14 described above includes a front flange portion 14a and a bottom piece portion 14c extending rearward from the lower end of a front piece portion 14b extending downward from the rear end of the flange portion 14a. Intermediate vertical wall portion 14d rising upward from the rear end of bottom piece portion 14c, upper piece portion 14e extending rearward from the upper end of intermediate vertical wall portion 14d, and intermediate vertical wall portion extending downward from the rear end of upper piece portion 14e. Wall part 14f, bottom piece part 14g extending rearward from the lower end of intermediate vertical wall part 14f, rear piece part 14h rising upward from the rear end of bottom piece part 14g, and rear side extending rearward from the upper end of rear piece part 14h The flange portion 14i is integrally formed in a substantially W shape in a side view.
The above-described sempiller 6 is overlapped with the roof reinforcement 14 in the vehicle front-rear direction, and an upper portion thereof is coupled and integrated with the roof rail 4 and extends downward, and a lower portion thereof is coupled to the side sill 8 described above. Yes.

As shown in FIG. 3, the center pillar 6 is a vehicle body strength member having a center pillar inner section 22, a center pillar outer section 23, and a center pillar outer rain 24, and a center pillar closed section 25 extending in the vertical direction. .
Here, the above-described center pillar outer portion 23 is constituted by a part of the side outer panel 26 (vehicle body outer plate), and the other part of the side outer panel 26 constitutes a roof rail outer portion 27.
Further, as shown in FIG. 3, the above-described roof rail 4 includes a roof rail outer portion 27 positioned on the vehicle outer side, a roof rail inner 28 positioned on the vehicle inner side, and a roof rail outer rain 29 positioned between these both 27 and 28. It consists of and.
The above-described panel joint portion 20 having a concave cross section (so-called mohawk portion) includes a stepped bent portion 27a at the inner end portion in the vehicle width direction of the roof rail outer portion 27, and an inner end portion 29a in the vehicle width direction of the roof rail outer rain 29. The upper part of the roof rail inner 28 and the inner end 28a in the vehicle width direction are overlapped with each other in the vertical direction and joined by welding means such as spot welding.
As shown in FIG. 3, the upper end portion 22 a of the center pillar inner 22 is joined and fixed to the lower end portion 28 b of the roof rail inner 28, and the upper end portion 24 a of the center pillar outer rain 24 is on the outside of the roof rail outer rain 29. Joined and fixed to the middle in the vertical direction.

  4 is a perspective view of the gusset, FIG. 5 is a perspective view of the upper vehicle body structure as viewed from the interior of the vehicle, FIG. 6 is a perspective view of the relationship between the node member and the roof reinforcement, and FIG. It is a side view which shows the relationship between a member and a roof reinforcement. However, in FIG. 6, the illustration of the roof rail outer rain 29 and the side outer panel 26 (including the roof rail outer portion 27) is omitted, and in FIG. 7, the roof rail inner 28, the roof rail outer rain 29, the center pillar outer rain 24, the roof rail. The illustration of the side outer panel 26 including the outer portion 27 is omitted.

3, 5, 6, 7, in the vehicle width direction end portions of the roof reinforcement 14, the gusset of the shape shown in FIG. 4 (more specifically, the roof reinforcement gussets) by combining 30 Yes.

  As shown in FIG. 4, the gusset 30 includes a front flange portion 30a, a front piece portion 30b extending downward from the rear end of the flange portion 30a, and a bottom piece portion 30c extending rearward from the lower end of the front piece portion 30b. An intermediate vertical wall portion 30d rising upward from the rear end of the bottom piece portion 30c, an upper piece portion 30e extending rearward from the upper end of the intermediate vertical wall portion 30d, and an intermediate vertical portion extending downward from the rear end of the upper piece portion 30e. Wall portion 30f, bottom piece portion 30g extending rearward from the lower end of intermediate vertical wall portion 30f, rear piece portion 30h rising upward from the rear end of bottom piece portion 30g, and rear side extending rearward from the upper end of rear piece portion 30h The flange portion 30i is integrally formed in a substantially W shape in a side view, and is configured in a shape corresponding to the substantially W shape of the end portion of the roof reinforcement 14 in the vehicle width direction.

  As shown in FIG. 3, in the gusset 30 described above, the portion located on the vehicle outer side from the end in the vehicle width direction of the roof reinforcement 14 has a height less than or equal to the total height of the gusset 30, in this embodiment, about 1 / of the total height. The extension portion 30j is set to a height of 2 or less, and the extension portion 30j is separated from the panel joint portion 20 and is positioned below the extension portion 30j.

  Moreover, as shown in FIG. 7, each flange part 30a, 30i of the above-mentioned gusset 30 is joined and fixed to the lower part of each flange part 14a, 14i of the roof reinforcement 14 by joining means such as spot welding, As shown in FIGS. 7 and 3, the end portion in the vehicle width direction of the roof reinforcement 14 excluding the extension portion 30j is formed in a double structure of the roof reinforcement 14 and the gusset 30, and the strength is increased. It is configured to improve.

  Moreover, as shown in FIG. 3, both the roof reinforcement 14 and the gusset 30 are not joined to the panel joint 20 described above, and both the 14 and 30 are not joined to the panel joint 20. The roof rail inner portion 28 of the roof rail 4 and the extended portion 30j of the gusset 30 are separated from each other by an outer end portion of the vehicle. The roof reinforcement 14 is formed at the initial stage of the side collision. It is configured not to input the side impact load.

Further, as shown in FIG. 3, the above-described separation portion 31 is configured to be positioned below the panel joint portion 20. That is, the cross-sectional center (center of gravity) X of the roof rail 4 becomes the load input point Y at the time of a side collision, and the center pillar 6 and the roof rail 4 are deformed as shown in FIG. 8 from the normal state shown in FIG. The center of rotation (that is, the point of action) Z of the roof rail 4 at the time when 28 and the outer end of the gusset 30 come into contact is the contact point.
Therefore, by setting the position of the above-described separation portion 31 below the panel joint portion 20 (that is, as much as possible outside the vehicle), the bending moment is reduced with the rotation center (action point) Z as the position outside the vehicle. Is formed.

The bending moment can be expressed by the following equation.
Bending moment = force x (distance between load input point Y and action point Z)
As described above, by setting the separation portion 31 below the panel joint portion 20, the distance between the load input point Y (that is, the position of the cross-sectional center X) and the action point Z (see FIG. 8) is shortened. Thus, the bending moment applied to the roof reinforcement 14 is reduced, and the load with the reduced bending moment is transmitted to the roof reinforcement 14.

  Further, as shown in FIG. 3, the roof rail 4 includes a roof rail outer portion 27 of the side outer panel 26, a roof rail outer rain 29, and a roof rail inner 28, and the roof rail inner 28 faces the gusset 30. The facing surface 28A is formed substantially vertically. The gusset facing surface 28A is also formed substantially perpendicular to the axial direction (longitudinal direction) of the roof reinforcement 14 to constitute a load transmission surface 28B.

  Further, the gusset facing surface 28A of the roof rail inner 28 and the facing surface 30A of the outer end portion in the vehicle width direction of the gusset 30 are disposed so as to be substantially parallel to each other in the separation portion 31 described above, and the side collision load At the time of input, the input is transmitted to the roof reinforcement 14 substantially in the axial direction (see the arrow α direction in FIG. 8), and the gusset facing surface 28A and the facing surface 30A on the gusset 30 side collide with each other. At times (see FIG. 8), the panel joint portion 20, the gusset facing surface 28A, and the extending portion 30j of the gusset 30 form a substantially U-shaped with high strength, and the reaction force transmitted from the gusset 30 to the roof rail 4 Therefore, it is configured to suppress the bonding peeling of the panel bonding portion 20.

Incidentally, as shown in FIGS. 3, 6, and 7, the roof reinforcement 14 and the gusset 30 are positioned in the roof rail 4 at a position overlapping the front-rear direction and the vertical direction, that is, between the roof rail inner 28 and the roof rail outer rain 29. A plurality of node members 41, 42, 43 are provided.
As shown in FIGS. 6 and 7, each of the node members 41, 42, 43 is bent and formed in the front-rear direction from the node bodies 41a, 42a, 43a (this reference example). Then, the flange portions 41b, 42b and 43b which are bent forwardly) and joined and fixed to the roof rail inner 28 or the roof rail outer rain 29 are integrally formed.

In this reference example, a total of three node members are used as the plurality of node members 41, 42, 43. As shown in FIG. 7, the front node member 41 includes the front piece 14 b and the gusset of the roof reinforcement 14. 30 overlaps with the front piece portion 14b in the front-rear direction and the vertical direction, and the intermediate node member 42 overlaps with the upper piece portion 30e of the gusset 30 in the front-rear direction and the vertical direction. 43 overlaps the rear piece 14h of the roof reinforcement 14 and the rear piece 30h of the gusset 30 in the front-rear direction and the vertical direction.

  In this way, the node members 41, 42, 43 are arranged in the roof rail 4 so that the closed cross section of the roof rail 4 is not crushed at the time of a side collision, and the sectional shape of the roof rail 4 is formed by the node members 41, 42, 43. Therefore, it is configured to transmit a side impact load in the substantially axial direction of the roof reinforcement 14 via the gusset 30 with a small bending component.

Further, as shown in FIG. 3, the roof rail 4 is formed such that the cross-sectional center (that is, the center of gravity) X of the roof rail 4 is positioned so as to overlap the above-described load transmission surface 28 </ b> B in the vertical direction. The side impact load is transmitted in the substantially axial direction.
In this reference example, as shown in FIG. 3, by projecting the upper part of the roof rail 4 upward from the panel joint portion 20, the cross-sectional center X of the roof rail 4 is formed at a position overlapping the load transmitting surface 28B in the vertical direction. Therefore, it is configured to ensure a vertical overlap structure between the load transmission surface 28B and the cross-sectional center X with a relatively simple configuration.
In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inward in the vehicle width direction, and arrow OUT indicates the outward in the vehicle width direction.

As described above, the upper vehicle body structure of the vehicle of the reference example shown in FIGS. 1 to 8 is provided to extend in the vehicle front-rear direction at the left and right ends of the roof portion 16 of the vehicle body, and is provided at the inner end in the vehicle width direction. A pair of left and right roof rails 4 formed with a panel joint portion 20 (so-called mohawk portion) having a concave cross section in which a plurality of panels are joined to each other in the vertical direction are disposed between the pair of left and right roof rails 4, 4. The roof panel 5, the roof reinforcement 14 extending in the vehicle width direction on the lower side of the roof panel 5, and the upper part of the roof panel 5 are coupled to the roof rail 4 at a position overlapping the roof reinforcement 14 in the vehicle longitudinal direction. And a center pillar 6 extending downward, and a gusset 30 coupled to an end of the roof reinforcement 14 in the vehicle width direction. In the partial vehicle body structure, the roof reinforcement 14 and the gusset 30 are not joined to the panel joining portion 20 and form a separation portion 31 in which the roof rail 4 and the gusset 30 are separated. (See FIG. 3).

According to this configuration, since the above-described separation portion 31 is formed, the upper part of the center pillar 6 is freely deformed within the range of the separation portion 31 in the initial stage of the side collision, so that the roof reinforcement 14 is in the initial stage of the collision. No heavier side impact load is input, and the load can be received by the torsional deformation and bending deformation of the roof rail 4.
Thereafter, since the reduced load is transmitted to the roof reinforcement 14, buckling of the roof reinforcement 14 does not occur in the vicinity of the side in the vehicle width direction of the roof.
Moreover, since the roof reinforcement 14 and the gusset 30 are not joined to the panel joint portion 20 and have a non-joint structure, it is possible to prevent welding peeling of the panel joint portion 20.
Incidentally, when the roof reinforcement and the gusset are joined to the panel joint, the panel joint is pulled by the gusset at the time of deformation, and the welding is peeled off, which is not preferable.
Furthermore, the said separation part 31 is located under the said panel junction part 20 (refer FIG. 3).

According to this configuration, since the separation portion 31 is set below the panel joint portion 20, the distance between the load input point Y (see the cross-sectional center X of the roof rail closed cross section) and the action point Z (see FIG. 8) is set. Since the bending moment to the roof reinforcement 14 can be reduced and a load having a small bending moment can be transmitted to the roof reinforcement 14, the buckling of the roof reinforcement 14 can be reduced. It does not occur near the side of the roof in the vehicle width direction.
Furthermore, the roof rail 4 has a roof rail outer (see the roof rail outer portion 27) and a roof rail inner 28, and a gusset facing surface 28A of the roof rail inner 28 is formed substantially vertically. 28 gusset facing surfaces 28A and the facing surface 30A at the end of the gusset 30 are disposed so as to be substantially parallel to each other (see FIG. 3).

According to this configuration, since the gusset facing surface 28A of the roof rail inner 28 and the facing surface 30A at the end of the gusset 30 are substantially parallel, when a side collision load is input, the input is substantially axial with respect to the roof reinforcement 14. When the gusset facing surface 28A of the roof rail inner 28 and the facing surface 30A at the end of the gusset 30 abut each other (see FIG. 8), the panel joint 20 and the gusset of the roof rail inner 28 The opposing surface 28 </ b> A and the gusset 30 form a substantially U-shape with high strength, and the reaction force transmitted from the gusset 30 to the roof rail 4 can suppress the joining and peeling of the panel joining portion 20.
In addition, node members 41, 42, and 43 are disposed in the roof rail 4 at a position overlapping the roof reinforcement 14 in the front-rear direction and the vertical direction (see FIGS. 3, 6, and 7). .

According to this configuration, the node members 41, 42, 43 are disposed at the predetermined positions in the roof rail 4 so that the cross section of the roof rail 4 is not crushed at the time of a side collision. The cross-sectional shape of the roof rail 4 can be maintained, whereby a side impact load can be transmitted in the substantially axial direction of the roof reinforcement 14 via the gusset 30 with less bending component.
Therefore, buckling of the roof reinforcement 14 does not occur near the side in the vehicle width direction of the roof.
Further, a gusset facing surface 28A of the roof rail inner 28 is formed substantially perpendicular to the axial direction of the roof reinforcement 14 to constitute a load transmission surface 28B, and is positioned so as to overlap the load transmission surface 28B in the vertical direction. The cross-sectional center X (center of gravity) of the roof rail 4 is located at the center (see FIG. 3).

According to this configuration, the load transmission surface 28B of the roof rail inner 28 and the cross-sectional center X (so-called center of gravity) overlap in the vertical direction, so that a side collision load is transmitted substantially in the axial direction of the roof reinforcement 14 at the time of a side collision. Therefore, buckling of the roof reinforcement 14 does not occur in the vicinity of the side of the roof in the vehicle width direction.
Further, by projecting the upper portion of the roof rail 4 upward from the panel joint portion 20, the cross-sectional center X of the roof rail 4 is formed at a position overlapping the load transmitting surface 28B in the vertical direction (see FIG. 3). ).

According to this configuration, the cross-sectional center X (center of gravity) of the roof rail 4 can be positioned at a position overlapping with the load transmission surface 28B in the vertical direction with a relatively simple configuration.
Therefore, it is possible to transmit a side impact load substantially in the axial direction of the roof reinforcement 14 at the time of a side collision, and the buckling of the roof reinforcement 14 near the side in the vehicle width direction of the roof is simple. Can be suppressed.

9 to 13 show an embodiment of the upper body structure of a vehicle, Fig. 9 A-A cross sectional view taken along line of FIG. 1 (rear view corresponding to FIG. 3), FIG. 10 is a perspective view of the gusset ( FIG. 11 is a perspective view showing the upper vehicle body structure as viewed from the passenger compartment (a diagram corresponding to FIG. 5), and FIG. 12 shows the relationship between the node member, the roof reinforcement, and the gusset. Similarly, FIG. 13 is a perspective view showing the relationship between the node member, the roof reinforcement, and the gusset (the figure corresponding to FIG. 7). As will be described top body structure also vehicle left Oite to this embodiment, the upper body structure of a vehicle right side is configured in it with the left and right substantially symmetrical on the left.

In the reference example shown in FIGS. 1-8, to form the separation portion 31, but Oite to this embodiment shown in FIGS. 9 to 13, instead of the spacing part 31, the roof rail 4 and the gusset 30 A fragile fragile portion 32 is formed in the vicinity of the connecting portion, and is configured so that a side impact load is not input to the roof reinforcement 14 at the initial side impact.
That is, as shown in FIGS. 9 and 10, openings 30k are formed in the bottom piece portions 30c, 30g and the upper piece portion 30e of the extending portion 30j of the gusset 30, and the above-described weakened portions are formed by these opening portions 30k. 32 is formed.

Further, Oite in this embodiment, extension portion 30j of the above is extended to a position reaching the roof rail inner 28, front piece portion 30b in the extending end portion, a bottom piece portion 30c, 30 g, the upper arm part Attaching pieces 30m connected to the roof rail inner 28 are integrally formed on the 30e and the rear piece 30h by bending.
Further, as shown in FIG. 9, the above-described weakened portion 32 is formed so as to be separated from the panel joint portion 20 and positioned below it, and the distance between the load input point Y and the action point is shortened. The bending moment to the roof reinforcement 14 is configured to be small.

In addition, as shown in FIGS. 9 and 10, the gusset facing surface 28 </ b> A of the above-described roof rail inner 28 is positioned at the position of the inner end of the fragile portion 32 in the vehicle width direction, that is, the position of the inner end of the opening 30 k in the vehicle width direction. The opposing surface 30B is formed as an opposing portion substantially parallel to the roof, and is configured such that when a side collision load is input, the input is transmitted to the roof reinforcement 14 in a substantially axial direction, and each of the mounting pieces 30m described above is provided. Thus, the gusset 30 can be attached to the roof rail inner 28 to improve the assemblability to the vehicle body.
In this embodiment, it is bent integrally formed opposing surface 30B of the above from the front piece 30b and the Gohen portion 30h of the gusset 30 in the longitudinal direction of the vehicle.

As described above, the upper body structure of the vehicle of the embodiment shown in FIGS. 9 to 13 is provided at the left and right ends of the roof portion 16 of the vehicle body so as to extend in the vehicle front-rear direction, and at the inner end in the vehicle width direction. A pair of left and right roof rails 4 formed with a panel joint 20 having a concave cross section in which a plurality of panels are joined to each other in the vertical direction, and a roof panel 5 disposed between the pair of left and right roof rails 4, 4. A roof reinforcement 14 extending in the vehicle width direction on the lower side of the roof panel 5, and an upper portion is coupled to the roof rail 4 at a position overlapping the roof reinforcement 14 in the vehicle longitudinal direction and extends downward. An upper body structure of a vehicle including a center pillar 6 and a gusset 30 coupled to an end of the roof reinforcement 14 in the vehicle width direction. The roof reinforcement 14 and the gusset 30 are not joined to the panel joining portion 20, and a fragile weak portion 32 is formed in the vicinity of the connecting portion between the roof rail 4 (specifically, the roof rail inner 28) and the gusset 30. (See FIG. 9).

According to this configuration, since the fragile portion 32 is formed, the fragile portion 32 is crashed at the upper part of the center pillar 6 at the initial stage of the side collision, so that the side collision load is applied to the roof reinforcement 14 at the initial stage of the collision. Without being input, the load can be received by the torsional deformation and bending deformation of the roof rail 4.
Thereafter, since the reduced load is transmitted to the roof reinforcement 14, buckling of the roof reinforcement 14 does not occur in the vicinity of the side in the vehicle width direction of the roof.
Moreover, since the roof reinforcement 14 and the gusset 30 are not joined to the panel joint portion 20 and have a non-joint structure, it is possible to prevent welding peeling of the panel joint portion 20.
Incidentally, when the roof reinforcement and the gusset are joined to the panel joint, the panel joint is pulled by the gusset at the time of deformation, and the welding is peeled off, which is not preferable.
Further, the fragile portion 32 is located below the panel joint portion 20 (see FIG. 9).

According to this configuration, since the fragile portion 32 is set below the panel joint portion 20, the distance between the load input point Y (refer to the cross-sectional center X of the roof rail closed cross section) and the action point can be shortened. As a result, the bending moment to the roof reinforcement 14 can be reduced, and a load with a small bending moment can be transmitted to the roof reinforcement 14, so that the buckling of the roof reinforcement 14 causes the roof in the vehicle width direction side. It does not occur near the part.
In addition, the roof rail 4 includes a roof rail outer (see the roof rail outer portion 27) and a roof rail inner 28. A gusset facing surface 28A of the roof rail inner 28 is formed substantially vertically, and the vehicle width of the fragile portion 32 is determined. A facing portion (see the facing surface 30B) substantially parallel to the gusset facing surface 28A of the roof rail inner 28 is formed at the position of the inner end portion (see the edge position of the inner end portion of the opening 30k in the vehicle width direction). (See FIGS. 9 and 10).

  According to this configuration, the gusset facing surface 28A of the roof rail inner 28 and the facing portion on the gusset 30 side (see the facing surface 30B) are formed substantially in parallel, so that when the side collision load is input, the roof reinforcement 14 The input is transmitted substantially in the axial direction, and the gusset 30 can be attached to the roof rail inner 28 via the plurality of attachment pieces 30m, so that the assembly of the gusset 30 to the vehicle body can be improved. Can do.

Also Oite to this embodiment shown in FIGS. 9 to 13, other configurations, operations, and advantages because it is similar to the previous reference example shown in FIGS. 1-8, 9 to 13 The same parts as those in the previous figure are denoted by the same reference numerals, and detailed description thereof is omitted.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The roof rail outer of the present invention corresponds to the roof rail outer portion 27 formed by the side outer panel 26 of the embodiment,
Similarly,
The facing portion (Claim 4) substantially parallel to the gusset corresponding surface of the roof rail inner corresponds to the facing surface 30B.
The present invention is not limited to the configuration of the above-described embodiment.
For example, in the above embodiment, the front and rear flange portions 30 a and 30 i of the gusset 30 are joined and fixed to the roof reinforcement 14. In addition, the upper piece 30 e of the gusset 30 is also joined and fixed to the roof reinforcement 14. A total of three node portions 41, 42, and 43 are provided apart from each other in the front-rear direction, but the node members include the front piece portion 30b of the gusset 30, the intermediate vertical wall portions 30d, 30f, and the rear portion. You may comprise so that two or more may be provided in the position facing the one part 30h.

  As described above, the present invention provides a pair of left and right roof rails extending in the front-rear direction of the vehicle at both left and right ends of the roof portion, a roof panel disposed between the pair of left and right roof rails, and a lower portion of the roof panel. Useful for an upper vehicle body structure of a vehicle having a roof reinforcement extending in the direction, a center pillar extending in the vertical direction on the side of the vehicle body, and a gusset coupled to an end of the roof reinforcement in the vehicle width direction .

4 ... Roof rail 5 ... Roof panel 6 ... Center pillar 14 ... Roof reinforcement 16 ... Roof part 20 ... Panel joint part 27 ... Roof rail outer part (roof rail outer)
28 ... Roof rail inner 28A ... Gusset facing surface 28B ... Load transmitting surface 30 ... Gusset 30A ... Opposing surface 30B ... Opposing surface (opposing part)
31 ... Separation part 32 ... Fragile parts 41-43 ... Node member X ... Cross-sectional center

Claims (5)

Panel joints each having a concave cross section are formed at the left and right ends of the roof portion of the vehicle body so as to extend in the vehicle front-rear direction. A pair of left and right roof rails,
A roof panel disposed between the pair of left and right roof rails;
A roof reinforcement extending in the vehicle width direction below the roof panel;
A center pillar that is coupled to the roof rail at a position that overlaps the roof reinforcement in the vehicle longitudinal direction, and that extends downward.
A gusset coupled to an end of the roof reinforcement in the vehicle width direction;
An upper body structure of a vehicle equipped with
The above and the roof reinforcement and the gusset, not joined to the panel joints, fragile fragile portion in the connecting portion near the Le Fureru and gussets are formed,
The roof rail has a roof rail outer and a roof rail inner,
The gusset facing surface of the roof rail inner is formed substantially vertically,
An upper body structure of a vehicle, wherein a facing portion substantially parallel to a gusset facing surface of the roof rail inner is formed at a position of an inner end portion in the vehicle width direction of the fragile portion . The upper body structure of a vehicle according to claim 1 , wherein the fragile portion is located below the panel joint portion. The upper body structure of the vehicle according to claim 1 or 2 , wherein a node member is disposed in the roof rail at a position overlapping the roof reinforcement in the front-rear direction and the vertical direction. The gusset facing surface of the roof rail inner is formed substantially perpendicular to the axial direction of the roof reinforcement to constitute a load transmission surface,
The upper body structure of the vehicle according to any one of claims 1 to 3, wherein a center of a cross section of the roof rail is located at a position overlapping with the load transmission surface in a vertical direction. Upper body structure of a vehicle according to claim 4, the cross-sectional center of the roof rail is formed at a position overlapping in the vertical direction with the load transfer surface by protruding the roof rail top higher than the panel joint.

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